U.S. patent application number 13/352145 was filed with the patent office on 2013-07-18 for cooling system for vehicle batteries.
This patent application is currently assigned to Ford Global Technologies LLC. The applicant listed for this patent is Bhaskara Boddakayala. Invention is credited to Bhaskara Boddakayala.
Application Number | 20130183555 13/352145 |
Document ID | / |
Family ID | 48693352 |
Filed Date | 2013-07-18 |
United States Patent
Application |
20130183555 |
Kind Code |
A1 |
Boddakayala; Bhaskara |
July 18, 2013 |
COOLING SYSTEM FOR VEHICLE BATTERIES
Abstract
The present disclosure relates to a cooling system for a vehicle
battery, having: a cooling plate; an inlet manifold configured to
supply fluid from a heat exchanger to the cooling plate; an outlet
manifold configured to return fluid to the heat exchanger; and a
plurality of micro-conduits formed in the cooling plate, configured
to deliver fluid between the inlet manifold and outlet
manifold.
Inventors: |
Boddakayala; Bhaskara;
(Canton, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Boddakayala; Bhaskara |
Canton |
MI |
US |
|
|
Assignee: |
Ford Global Technologies
LLC
|
Family ID: |
48693352 |
Appl. No.: |
13/352145 |
Filed: |
January 17, 2012 |
Current U.S.
Class: |
429/72 ;
29/890.03 |
Current CPC
Class: |
H01M 10/613 20150401;
H01M 2220/20 20130101; H01M 10/6556 20150401; H01M 10/647 20150401;
H01M 10/625 20150401; Y02E 60/10 20130101; Y10T 29/4935 20150115;
H01M 2/1077 20130101 |
Class at
Publication: |
429/72 ;
29/890.03 |
International
Class: |
H01M 10/50 20060101
H01M010/50; B23P 15/26 20060101 B23P015/26 |
Claims
1. A cooling system for a vehicle battery, comprising: a cooling
plate; an inlet manifold configured to supply fluid from a heat
exchanger to the cooling plate; an outlet manifold configured to
return fluid to the heat exchanger; and a plurality of
micro-conduits formed in the cooling plate, configured to deliver
fluid between the inlet manifold and outlet manifold.
2. The cooling system of claim 1, wherein one of the inlet manifold
or outlet manifold is positioned between a first and second set of
micro-conduits formed in the cooling plate.
3. The cooling system of claim 1, further comprising: an inlet at
an end of the inlet manifold; and an outlet at an end of the outlet
manifold.
4. The cooling system of claim 3, wherein the inlet has a varying
cross-sectional area.
5. The cooling system of claim 3, wherein the inlet and outlet are
positioned at a common end of the cooling system.
6. The cooling system of claim 3, wherein the inlet and outlet are
positioned collinearly with respect to the cooling plate.
7. The cooling system of claim 1, wherein the micro-conduits are
channels.
8. The cooling system of claim 1, wherein the micro-conduits are
grooves.
9. The cooling system of claim 8, wherein at least some of the
micro-conduits in the plurality of micro-conduits are
interconnected.
10. The cooling system of claim 9, further comprising: fins
incorporated between interconnected micro-conduits.
11. A vehicle battery package, comprising: a plurality of battery
cells; a cooling plate adjacent the battery cells; an inlet
manifold or outlet manifold configured to extend along a center
section of the cooling plate; and a plurality of micro-conduits
formed in the cooling plate, configured to deliver fluid between
the inlet manifold and outlet manifold.
12. The vehicle battery pack of claim 11, wherein the battery cells
are positioned on each side of the inlet or outlet manifold.
13. The vehicle battery pack of claim 11, further comprising: an
inlet at an end of the inlet manifold, wherein the inlet has a
varying cross-sectional area.
14. The vehicle battery pack of claim 13, further comprising: an
outlet at an end of the outlet manifold, wherein the outlet has a
varying cross-sectional area.
15. The vehicle battery pack of claim 14, wherein the inlet and
outlet are positioned at a common end of the cooling system.
16. The vehicle battery pack of claim 11, wherein the
micro-conduits are channels.
17. The vehicle battery pack of claim 11, wherein the
micro-conduits are grooves.
18. The vehicle battery pack of claim 17, further comprising: fins
incorporated between interconnected grooves.
19. A method of manufacturing a cooling system for a vehicle
battery, comprising: forming a cooling plate; attaching an inlet
manifold to the cooling plate; attaching an outlet manifold to the
cooling plate; and forming a plurality of micro-conduits configured
to deliver fluid between the inlet manifold and outlet manifold in
the cooling plate.
20. The method of claim 19, further comprising: tailoring a
geometry of the micro-conduits according to a performance
target.
21. The method of claim 20, wherein tailoring the geometry of the
micro-conduits includes: (i) identifying a performance target for
the cooling system; (ii) cross-referencing the performance target
with a corresponding geometric dimension using a mathematical
model; and (iii) forming the micro-conduits according to the
geometric dimension.
Description
TECHNICAL FIELD
[0001] The present disclosure relates to cooling techniques for
electric vehicle and hybrid electric vehicle batteries.
BACKGROUND
[0002] Conventional vehicles include electric powertrains to
increase fuel economy and reduce unwanted gas emissions. Of the
vehicles employing electric powetrains there are hybrid electric
vehicles (or HEVs), plug-in hybrids (or PHEVs), all-electric
vehicles or battery electric vehicles (EVs or BEVs), and fuel
cells. The battery packs for these systems typically include an
arrangement of 50-250 NiMH or Li-ion battery cells in a confined
arrangement. The packs are designed to increase the energy density
of each battery cell.
[0003] Typically heat dissipation increases with energy density.
Battery packs can generate a considerable amount of heat during
operation. Moreover, when the ambient temperature is relatively
warm thermal control of the battery pack can be difficult. Unwanted
heat dissipation can, for example, diminish the energy capacity of
the battery pack and affect passenger comfort. Typical operating
parameters for the battery pack are within 30 to 40 degrees
Celsius. In order to mitigate this, some battery packs are equipped
with a cooling system that actively circulates liquid coolant
around the battery pack. For example, U.S. Patent Publication No.
2011/0132580 titled "Device for Cooling a Vehicle Battery"
discloses a cooling device for a vehicle battery that has a cooling
element which provides convective heat transfer from the batteries
using fluid ducts. While this method of fluid transfer can be
effective, there is a need for improvement with respect to the
design of a cooling element in order to increase heat transfer and
reduce power demands.
[0004] Other systems that actively circulate coolant through a
cooling system use expensive refrigerant chillers, thermal
expansion valves (or TXVs), or solenoids to cool the battery even
under hot ambient conditions. These arrangements require more
parts, greater power usage and are typically more expensive than
the arrangements discussed herein.
[0005] Therefore, it is desirable to have a cooling system for a
vehicle battery with improved heat transfer and system costs. It is
also desirable to have a method of tailoring the cooling
capabilities of the cooling system to meet desired performance
demands.
SUMMARY
[0006] The present disclosure addresses one or more of the
above-mentioned issues. Other features and/or advantages will
become apparent from the description which follows.
[0007] One exemplary embodiment relates to a cooling system for a
vehicle battery, comprising: a cooling plate; an inlet manifold
configured to supply fluid from a heat exchanger to the cooling
plate; an outlet manifold configured to return fluid to the heat
exchanger; and a plurality of micro-conduits formed in the cooling
plate, configured to deliver fluid between the inlet manifold and
outlet manifold.
[0008] Another exemplary embodiment relates to a vehicle battery
package, including: a plurality of battery cells; a cooling plate
adjacent the battery cells; an inlet manifold or outlet manifold
configured to extend along a center section of the cooling plate;
and a plurality of micro-conduits formed in the cooling plate,
configured to deliver fluid between the inlet manifold and outlet
manifold.
[0009] Another exemplary embodiment relates to a method of
manufacturing a cooling system for a vehicle battery, the method
including: forming a cooling plate; attaching an inlet manifold to
the cooling plate; attaching an outlet manifold to the cooling
plate; and forming a plurality of micro-conduits configured to
deliver fluid between the inlet manifold and outlet manifold in the
cooling plate.
[0010] One advantage of the present disclosure is that it provides
a more cost-effective cooling system for a vehicle battery. The
need for the use of expensive refrigerant chillers, thermal
expansion valves (or TXVs), or solenoid valves is eliminated.
[0011] Another advantage of the present disclosure is that it
teaches cooling systems for vehicle batteries with improved heat
transfer achieved by the placement of micro-conduits formed in a
cooling plate.
[0012] Another advantage of the present disclosure is that it
teaches an optimization function for the geometry of the cooling
plate. Performance of the cooling systems can thereby be tailored
according to cooling plate geometry.
[0013] The invention will be explained in greater detail below by
way of example with reference to the figures, in which the same
reference numbers are used in the figures for identical or
essentially identical elements. The above features and advantages
and other features and advantages of the present invention are
readily apparent from the following detailed description of the
best modes for carrying out the invention when taken in connection
with the accompanying drawings. In the figures:
BRIEF DESCRIPTION OF THE DRAWINGS
[0014] FIG. 1 is a schematic illustration of a hybrid electric
vehicle (HEV) having an exemplary cooling system for the vehicle
battery.
[0015] FIG. 2 is a perspective view of the vehicle battery pack
with cooling system of FIG. 1.
[0016] FIG. 3 is a side view of the vehicle battery pack and
cooling system of FIG. 1.
[0017] FIG. 4 is a perspective view of the cooling system of FIG.
1.
[0018] FIG. 5 is a top cross-sectional view of the cooling system
of FIG. 1, with fluid path shown therein.
[0019] FIG. 6 is a cross-sectional view of cooling system of FIG.
4, taken along line 6-6.
[0020] FIG. 4 is a cross-sectional view of cooling system of FIG.
6, taken along circle 7.
[0021] FIG. 8 is a model of a section of a cooling system with
micro-conduits.
[0022] FIG. 9 is a side cross-sectional view of another exemplary
cooling system.
[0023] FIG. 10 is a top cross-sectional view of another exemplary
cooling system.
[0024] FIG. 11 is a top cross-sectional view of another exemplary
cooling system.
[0025] FIG. 12 is a top cross-sectional view of another exemplary
cooling system.
[0026] FIG. 13 is a top cross-sectional view of another exemplary
cooling system.
[0027] FIG. 14 is a top cross-sectional view of another exemplary
cooling system.
DETAILED DESCRIPTION
[0028] Referring to the drawings, wherein like characters represent
examples of the same or corresponding parts throughout the several
views, there are shown various cooling systems for use with vehicle
batteries. The illustrated cooling systems include a cooling plate
configured to abut a set of batteries or battery modules so as to
remove heat therefrom. The cooling plates include an inlet manifold
and an outlet manifold that facilitate fluid circulation between
the cooling plate and a heat exchanger. Micro-conduits are "micro"
in that they are extremely small in size relative to the cooling
plate. Micro-conduits also enable fluid circulation between the
inlet manifold and outlet manifold (e.g., a 1:100 relationship). In
some of the illustrated embodiments, coolant is introduced to an
integrated coolant distributor which sends coolant to the micro
conduits embedded in the cooling plate. The coolant passes through
the micro-conduits and absorbs heat generated by the battery cells
thus working as a heat carrier. Fluid is then passed through a heat
exchanger and actively circulated during operation of the battery.
Several exemplary arrangements of the manifolds and micro-conduits
are illustrated and discussed hereinbelow.
[0029] Also discussed hereinbelow is a mathematical model for
tailoring the performance of a cooling system according to
micro-conduit geometry. In this manner, the cooling systems can be
designed to emphasize or de-emphasize certain performance
characteristics. As taught, the cooling systems can be tailored to
maximize heat rejection, minimize pressure, and/or strike a
predetermined balance between these characteristics and others.
[0030] Referring now to FIG. 1, there is shown therein a schematic
depiction of a hybrid electric vehicle 10. As shown, an internal
combustion engine (or ICE) 20 is included in the powertrain. The
ICE 20 is linked to the engine control unit (or ECU) 30. The ECU 30
is connected through a communication link to the powertrain control
module (or PCM) 40. PCM 40 is also linked to a battery control
module (or BCM) 50 that controls a battery pack 60. In some
embodiments, the ECU 30 and/or BCM 50 are incorporated into the PCM
40. In the shown embodiment, BCM 50 includes a controller for a
cooling system (or cooling apparatus) 70 configured to cool the
vehicle battery pack 60. BCM 50 is also configured to control the
heat exchanger 80 in communication with the cooling system 70.
[0031] With reference to FIG. 1, on the rear axle of the vehicle
the battery pack 60 is positioned between the driver and passenger
sides of the vehicle. A plurality of battery cells sits atop a
cooling plate 90. The cooling plate 90 is in fluid communication
with the heat exchanger 80 mounted on the front axle of the
vehicle. The heat exchanger 80 can be, for example, a radiator.
Heat exchanger 80 includes a pump 100 that feeds into an inlet
nozzle 110 for cooling plate 90. Fluid exits the cooling pate
through an outlet nozzle 120. Pump 100 is controlled by BCM 50 to
output fluid according to programmed vehicle and/or ambient
characteristics.
[0032] A sensor 130 is positioned in inlet fluid line 140, as shown
in FIG. 1. Sensor 130 can be any sort of measuring device or
represent a plurality of different sensors. For example, sensor 130
can be a temperature sensor, pressure sensor, flow rate or
viscosity sensor. Fluid line 140 is attached to the inlet nozzle
110 which connects to an inlet manifold (e.g, 220 as discussed
below with respect to FIG. 4) to line 140. Fluid is passed through
cooling plate 90 of FIG. 1 and exists at an outlet manifold (e.g,
230 as discussed below with respect to FIG. 4). From the outlet
manifold fluid exits the cooling plate at outlet nozzle 120 of FIG.
1 which is positioned at another end of the cooling plate 90.
Outlet nozzle 120 is attached to an outlet fluid line 150. A
representative sensor is shown in outlet fluid line 150 as well.
Data related to any number of performance characteristics can be
read from sensor. In the illustrated embodiment, fluid is collected
at an outlet collector tank 160 before it enters the heat
exchanger.
[0033] The cooling system 70 shown in FIG. 1 is a multifaceted
cooling device. Convection cooling is also enhanced with the use of
a fan 170 in communication with the battery pack. Fan 170 is
mounted with respect to the pack housing (not shown), configured to
provide indirect or direct cooling to the battery cells. In other
embodiments, multiple fans are included in the cooling system. BCM
50 is linked to fan 170 to control fan use according to programmed
vehicle and/or ambient characteristics.
[0034] As also shown in FIG. 1, a sensor 180 is in communication
with the battery pack 60. Sensor 180 can be a single data sensor or
any number of measuring devices related to, for example,
temperature, heat dissipation, power level, or other operating
parameters. Sensor 180 is linked to BCM 50.
[0035] With reference now to FIGS. 2-3, there is shown therein a
series of battery cells stacked atop the cooling system 70 of FIG.
1 in a perspective view. As shown, the batteries 190 and cooling
system 70 are partially assembled. Battery cell terminals 200 are
connected to a bus (not shown) within the battery pack or battery
module. A top surface of the cooling plate 210 is adjacent the
battery cells. Surface is composed of an electrically insulated
material. Cooling plate 90 is attached to an inlet manifold 220 at
one end and the outlet manifold 230 at another end. An orifice is
formed in the manifold 220 for the inlet nozzle 110 configured to
interconnect the manifold 220 and a fluid line (e.g., 140 as shown
in FIG. 1). Referring now to FIG. 3 as side view of the assembly of
FIG. 2 is shown. The cooling plate 90 is shown sitting on top of a
vehicle surface 240 (e.g., a floor pan). Inlet nozzle 110 is shown
in phantom attached to the inlet manifold 220. Outlet nozzle 120 is
shown attached to the outlet manifold 230. The cooling plate 90 is
configured to be mounted between the inlet and outlet manifold 220,
230, respectively so as to define a gap or space 250 between the
plate 90 and the vehicle surface 240.
[0036] A cross-sectional perspective view of the cooling plate 90
is shown in FIG. 4. As shown, the cooling plate 90 is connected to
the inlet manifold 220 and the outlet manifold 230. Inlet coolant
temperatures can be at or above ambient temperatures. An inlet 260
includes the inlet nozzle 110 and a section of the inlet manifold
220. An outlet 270 also includes the outlet nozzle 120 and a
section of the outlet manifold 230. Cooling plate 90 is formed with
a plurality of micro-conduits 280 that extend between the inlet
manifold 220 and outlet manifold 230. Micro-conduits 280 are in
fluid communication with each manifold 220, 230. The term "micro"
is used for conduits that are relatively tiny in size as compared
to the body with which they occupy, which in this case is the
cooling plate 90. In the illustrated embodiment, the micro-conduits
280 are grooves sectioned off with respect to the cooling plate 90.
Each section 290 includes four grooves extending between the
manifolds 220, 230. Grooves 280 are interconnected in that at least
some of the fluid within a groove of the same section can pass
through a different groove.
[0037] The cooling system 70 is designed to produce a flow pattern
as shown in FIG. 5. Coolant enters the inlet nozzle 110. Coolant
then travels through the inlet manifold 220 and into the
micro-conduits 280. Fluid is passed through the micro-conduits,
into the outlet manifold 230 and through the outlet nozzle 120 as
shown.
[0038] The inlet manifold 220 and micro-conduits 280 are now
discussed with reference to FIGS. 6 and 7. FIG. 6 is a partial
cross-sectional view along line 6-6 of FIG. 4. Five sections 290 of
the cooling plate 90 are also shown in FIG. 6. As shown, in FIG. 7
each section includes four grooves 280. Between grooves 280 are
fins 300 or profile peaks. Three fins 300 are positioned or
incorporated between the grooves 280. Convective heat transfer
occurs from battery to liquid through fin surface and the walls 310
of micro channels 280 (as shown in FIG. 7).
[0039] As shown in FIGS. 6 and 7 the inlet manifold 220 includes a
ramped surface 320 formed therein. Inlet 260 is formed with a
varying cross-sectional area. At the nozzle 110 the inlet 260 has a
cross-sectional area defined by the radius of the inlet nozzle,
N.sub.r, as shown. In the first portion of the inlet manifold, the
inlet 260 has a cross-sectional area defined by the width of the
inlet manifold, which is constant, and the height of the manifold.
In a first portion of the inlet 260 M.sub.h1 is the height of the
manifold. In this embodiment, M.sub.h1 is larger than N.sub.r. The
cross-sectional area in the manifold is defined by the position of
an upper surface of the manifold with respect to a lower surface of
the manifold. Lower surface is sloped at ramped surface 320 and
accordingly the cross-sectional area of the inlet 260
changes--decreasing further away from the inlet nozzle 110. Thus
M.sub.h3 is smaller than M.sub.h2 which is also smaller than
M.sub.h1. The outlet 270 of FIG. 4 is of similar construction to
inlet 260 as shown in FIG. 7. Outlet manifold 230 (shown in FIG. 4)
is configured with a ramped surface. The cross-sectional area of
the outlet 270 increases going from the manifold 230 to the outlet
nozzle 120.
[0040] Micro-conduits can be configured to have varying dimensions.
With reference now to FIG. 8 a method of manufacturing a cooling
system for a vehicle battery includes optimization techniques for
micro-conduit geometry. A cross-section of an exemplary cooling
plate 400 is shown. Cooling plate 400 is composed of three
different materials. A top layer 410 is composed of a di-electric
material that is thermally conductive. Layer 410 is composed of an
electrically non-conductive material. Layer 420 is composed of a
metallic material (e.g., aluminum). Micro-conduits are formed in
the bottom layer 430.
[0041] Shown below is Table 1 showing cooling system performance
based on micro-conduit geometry for several case studies, assuming
an inlet manifold and outlet manifold of similar construction as
discussed with respect to FIGS. 1-7. Various dimensions were
adjusted between tests. Some dimensions were held constant. Table 1
below corresponds to FIG. 8 which denotes the dimensions of the
cooling plate 400 and micro-conduits 440. The width of the conduit
440, is denoted by Wc. Ww is the material between the
micro-conduits. The thickness of the plate below the bottom of the
micro-conduit is denoted by t. The overall length of each
micro-conduit is denoted by L and the width of the cooling plate is
demoted by W. The overall height of the plate is denoted by H. The
height of each micro-conduit is indicated by Hc.
[0042] As shown below sample cases were performed with varied
micro-conduit width, Wc, and number of micro-conduit channels.
Other parameters listed or unlisted can also be adjusted to
optimize cooling plate performance. A cooling plate designed to
optimize the reduction in coolant outlet temperature would have one
micro-conduit with a width of 400 mm. In order to optimize heat
rejection a cooling plate formed with characteristics of case 7 was
implemented. The cooling plate had 30 total channels formed therein
and each channel is approximately 7.1 mm wide. In order to maximize
pressure drop from the inlet to the outlet of the cooling plate
Case 7 geometry was also used. In this way, cooling plate geometry
can be tailored to suit performance targets based on empirical data
or regression analysis. Performance targets can include drops in
coolant temperature, pressure drops in coolant, heat rejection and
other factors that support cooling.
TABLE-US-00001 TABLE 1 Cooling Performance Based on Micro-Conduit
Geometry Geometric Parameters Case 1 Case 2 Case 3 Case 4 Case 5
Case 6 Case 7 Width of the conduit (mm), Wc 400 68 33 20 13.7 9.7
7.1 Number of conduits total, c 1 5 10 15 20 25 30 Coolant outlet
temperature (Celsius) 30.64 30.75 30.875 30.95 31.05 31.14 31.2
Heat rejection capability (Watts) 292 443 516 565 620 677 743
Pressure drop approx. (kpa) 0.03 0.091 0.409 1.125 2.457 4.99
9.872
[0043] A method of manufacturing a cooling system for a vehicle
battery includes the optimization techniques discussed. The method
includes the steps of: forming a cooling plate (e.g., 90 as shown
in FIG. 4); attaching an inlet manifold to the cooling plate (e.g.,
220 as shown in FIG. 4); attaching an outlet manifold to the
cooling plate (e.g., 230 as shown in FIG. 4); forming a plurality
of micro-conduits configured to deliver fluid between the inlet
manifold and outlet manifold in the cooling plate (e.g., 280 as
shown in FIG. 4); and tailoring a geometry of the micro-conduits
according to a performance target. As discussed, tailoring the
geometry of the micro-conduits includes setting any one of the
aforementioned dimensions for the micro-conduits according to a
performance target. The method can include, for example,
identifying a performance target for the cooling system (e.g., a
heat rejection greater than or equal to 620 watts). A mathematical
model, such as the empirical table shown above, is cross-referenced
to determine the geometry of the micro-conduits. Using the control
characteristics of Table 1, a cooling plate having at least 20
micro-conduits formed therein with a standard width of 13.7 mm can
be formed to reach the target heat rejection.
[0044] Now with reference to FIG. 9, there is shown therein a
cross-section of another exemplary cooling system 500. The cooling
system 500 includes a cooling plate 510 with micro-conduits 520
formed therein. Micro-conduits 520 are of a different size and
configuration than, for example, the micro-conduits 280 of FIGS.
6-7. Several sections of the cooling plate 510 are shown in FIG. 9.
As shown, each section includes four rectangular micro-channels 520
formed in a mid-section of the cooling plate 510. Each
micro-channel 520 is isolated from adjacent channels and are not
fluidly connected.
[0045] In other embodiments, micro-conduits 520 are of different
sizes and shapes. For example, in one embodiment the base of the
micro-conduit is angularly disposed so as to form a triangular
profile or valley in the base of the conduit. A circular base is
formed in another embodiment. In another exemplary embodiment, the
micro-conduits are also rectangular channels but are formed at a
shallower depth than shown in FIG. 9.
[0046] Fluid enters the cooling plate through an inlet manifold
530. A cross-section of the inlet manifold 530 is partially shown
in FIG. 9. As shown, the inlet manifold 530 includes an inlet
nozzle 540 and a ramped surface 550 formed therein. Inlet 560 is
formed with a varying cross-sectional area. At the nozzle 540 the
inlet 560 has a cross-sectional area defined by the radius of the
inlet nozzle, N.sub.r, as shown. In the first portion of the inlet
manifold 530, the inlet 560 has a cross-sectional area defined by
the width of the inlet manifold which is constant and the height of
the manifold, which varies. In a first portion of the inlet
section, M.sub.h1, is the height of the manifold (as measured from
the upper and lower portions of the manifold. In this embodiment,
M.sub.h1 is larger than N.sub.r. The lower surface is sloped and
accordingly the cross-sectional area of the inlet 560
changes--decreasing further away from the inlet. Thus M.sub.h3 is
smaller than M.sub.h2 which is also smaller than M.sub.h1.
[0047] Now with reference to FIG. 10, there is shown therein
another exemplary cooling system 600 for a vehicle battery
assembly. The cooling system 600 includes a cooling plate 610
attached to an outlet manifold 620 and inlet manifold 630. A
cross-sectional top view of the cooling plate 610 is shown in FIG.
10. An inlet 660 includes an inlet nozzle 670 attached to the inlet
manifold 630. An outlet 640 includes an outlet nozzle 650 also
shown attached to the outlet manifold 620. Cooling plate 610 is
formed with micro-conduits 680 extending between the inlet manifold
and outlet manifold, 630 and 620, respectively. Micro-conduits 680
are in fluid communication with each manifold. The cooling system
600, of FIG. 10, is designed to produce a unique flow pattern. In
this embodiment, the inlet 660 and outlet 640 are positioned at a
common end 690 of the cooling system. Thereby coolant circulates at
varying distances (e.g., a shorter route through micro-conduits
proximate end 690 of the cooling plate 610 and a longer distance
through micro-conduits distant end 690). In this embodiment, inlet
660 and outlet 640 are positioned at end 690.
[0048] Cooling system 600, as shown in FIG. 10, is compatible with
a battery pack for a vehicle. Battery pack is composed of a series
of modules 700. In this arrangement, modules 700 can be stacked
atop cooling system as shown in phantom. Thermal energy is removed
from the adjacent surface of battery modules 700 during operation
of the cooling system.
[0049] Now with reference to FIG. 11, there is another exemplary
cooling system 750 for a vehicle battery assembly shown therein.
The cooling system 750 includes a cooling plate 760 attached to an
inlet manifold 770 and outlet manifold 780. A cross-sectional top
view of the cooling plate 760 is shown in FIG. 11. An inlet 790
includes an inlet nozzle 800 attached to the inlet manifold 770. An
outlet 810 includes an outlet nozzle 820 also shown attached to the
outlet manifold 780. The inlet and outlet 790 and 810, respectively
are positioned collinearly with respect to the cooling plate 760.
Inlet 790 is positioned at end 830 of the cooling plate 760; outlet
is positioned at end 840 of the cooling plate. Inlet manifold 770
extends through a center section of the cooling plate 760. Outlet
manifold 780 extends around two sides of the periphery of the
cooling plate 760. Cooling plate 760 is formed with micro-conduits
850 extending between the inlet manifold 770 and outlet manifold
780. Micro-conduits 850 are in fluid communication with each
manifold. The flow pattern produced by the cooling system, of FIG.
11, is shown. In this embodiment, a central coolant line is
provided with the inlet manifold 770 positioned in the middle of
the cooling plate 760. Coolant enters an inlet nozzle 800 and exits
the outlet manifold at outlet nozzle 820. Coolant circulates at
varying distances (e.g., a shorter route directly from inlet 790 to
outlet 810 and a longer distance through micro-conduits 850 at the
outlet manifold 780, then through outlet 810).
[0050] Several battery modules 860 are positionable atop the
cooling system 750 as shown in FIG. 11. Thermal energy is removed
from the adjacent surface of battery modules during operation of
the cooling system. A first series of battery modules 750 are set
on one side of inlet manifold 770. A second series of battery
modules are set on a different side of inlet manifold 770. In this
way, a ventilation passage 870 is defined between the first series
and battery modules and the second series of battery modules.
Ventilation passage 870 provides additional thermal removal in the
center section of the battery pack with this cooling system 750.
Moreover, ventilation passage 870 places greater distance between
battery modules 860 allowing for ventilation therebetween.
[0051] Reference now to FIG. 12, there is another exemplary cooling
system 900 for a vehicle battery assembly shown therein. The
cooling system 900 includes a cooling plate 910 attached to an
inlet manifold 920 and outlet manifold 930. A cross-sectional top
view of the cooling plate 910 is shown in FIG. 12. An inlet 935
includes an inlet nozzle 940 attached to the inlet manifold 920.
Two outlets 950, 960 are included in this embodiment. Each outlet
950, 960 includes an outlet nozzle 970 also shown attached to a
section of the outlet manifold 930. Inlet 935 and outlets 950, 960
are positioned at end 980 of the cooling plate 910. Inlet manifold
920 extends through a center section of the cooling plate 910.
Outlet manifold 930 extends around three sides of the periphery of
the cooling plate 910.
[0052] Cooling plate 910, of FIG. 12, is formed with micro-conduits
990 extending between the inlet manifold 920 and outlet manifold
930. Micro-conduits 990 are in fluid communication with each
manifold 920, 930. The flow pattern produced by the cooling system
900, of FIG. 12, is shown. In this embodiment, a central coolant
line is provided with the inlet manifold 920 positioned in the
middle of the cooling plate 910. Coolant enters an inlet nozzle 940
and exits the outlet manifold 930 either at outlet nozzle 970.
Coolant circulates at varying distances (e.g., a shorter route
directly from inlet 935 to outlet 950 or 960 and a longer distance
through micro-conduits at the end of the cooling plate distant from
the inlet and outlet, end 1000). In this manner, a ventilation
passage 1010 is defined between battery modules 1020 positioned on
top of the cooling system 900. A first series of battery modules
are set on one side of inlet manifold 920. A second series of
battery modules are set on a different side of inlet manifold.
Ventilation passage 1010 is formed therebetween.
[0053] Reference now to FIG. 13, there is another exemplary cooling
system 1100 for a vehicle battery assembly shown therein. The
cooling system 1100 is segmented into three sections that support
multiple vehicle battery packs (or modules) 1110 positioned in
different areas of the vehicle. The cooling system 1100 includes a
cooling plate 1120 with a narrow section 1130 and two larger
perpendicularly positioned sections 1140 and 1150. Cooling plate
1120 is attached to an inlet manifold 1160 and outlet manifold
1170. A cross-sectional top view of the cooling plate 1120 is shown
in FIG. 13. An inlet 1190 with nozzle attached to the inlet
manifold 1170. An outlet 1180 with nozzle is also shown attached to
a section of the outlet manifold 1160. Inlet manifold 1170 extends
through a center section of the cooling plate 1120. Outlet manifold
1160 extends around the periphery of the cooling plate.
[0054] Cooling plate 1120, of FIG. 13, is formed with
micro-conduits 1200. Micro-conduits 1200 are in fluid communication
with each manifold 1160, 1170. The flow pattern produced by the
cooling system, of FIG. 13, is shown. In this embodiment, a central
coolant line is provided with the inlet manifold 1170 positioned in
the middle of the cooling plate 1120. Coolant enters an inlet 1190
and exits the outlet manifold at outlet 1180. Eight sets of battery
modules 1110 can be positioned with respect to the cooling plate
1120.
[0055] Referring now to FIG. 14, there is another exemplary cooling
system 1300 for a vehicle battery assembly shown therein. The
cooling system 1300 is segmented into three sections 1310, 1320 and
1330 that support multiple vehicle battery packs (or modules)
positioned in different areas of the vehicle. The cooling system
1300 includes a cooling plate 1340 with one section 1320 positioned
perpendicularly with respect to two other sections, 1310 and 1330.
Cooling plate 1340 is attached to an inlet manifold 1350 and outlet
manifold 1360. Cooling plate 1310 is attached to a drain 1385 that
is connected to outlet manifold 1360. A cross-sectional top view of
the cooling plate 1340 is shown in FIG. 14. An inlet nozzle 1370 is
attached to the inlet manifold 1350. An outlet nozzle 1380 is also
shown attached to a section of the outlet manifold 1360. Outlet
manifold extends down drain 1390, in connection with drain 1385 and
underneath cooling plate 1340.
[0056] Cooling plate 1340, of FIG. 14, is also formed with
micro-conduits 1400. Micro-conduits 1400 are in fluid communication
with each manifold 1350, 1360. The flow pattern produced by the
cooling system, of FIG. 14, is shown. At least three sets of
battery modules 1410 can be positioned with respect to the cooling
plate.
[0057] Micro conduits can be formed using a number of different
manufacturing techniques including but not limited to laser
cutting, water cutting, extrusion, injection molding, milling or
other forming techniques. It will also be appreciated that
different types of fluid or coolant can be used with the various
cooling systems discussed and considered by the present disclosure.
For example, water can be used, a water glycol mixture, coolant,
refrigerant, oil, air or other types of fluid can be utilized.
[0058] While the best modes for carrying out the invention have
been described in detail, those familiar with the art to which this
invention relates will recognize various alternative designs and
embodiments for practicing the invention within the scope of the
appended claims.
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